Vehicle power management utilizing operator schedule data

ABSTRACT

An electric-vehicle power management system including a processing hardware unit and multiple modules executable by the processing hardware unit. The modules include a calendar module configured to, by way of the processing hardware unit, obtain a user itinerary indicating multiple appointment locations to be visited by a user of an electric vehicle and associated times to visit the appointment locations. The modules also include a routing module configured to, by way of the processing hardware unit, determine optional routes connecting the appointment locations indicated by the itinerary, and a vehicle-energy module configured to, by way of the processing hardware unit, predict states of charge, or changes in state of charge, for the vehicle in connection with the optional routes, yielding state-of-charge predictions. The routing module determines selected routing based on the state-of-charge predictions from the vehicle-energy module. Analogous methods and computer-readable storage devices are also provided.

TECHNICAL FIELD

The present disclosure relates generally to systems and methods formanaging vehicle power levels and, more particularly, to systems andmethods for managing, and leveraging for profit, power of electricvehicles based on driver lifestyle including personal schedule.

BACKGROUND

Sales of electric, or plug-in, vehicles continues to rise worldwide.Increased adoption has both spurred and resulted from great improvementsin related technologies including battery and charging systems.

Popularity has also lead to an increase in charging stations. The numberof home-based charging system installations and remote charging stationshas, like the number of electric vehicles on the road, increasedsteadily over about the last five years.

Remote charging stations remain relatively sparse, compared to gasstations, though. Users often need to change their plans significantlybased on low charge. Such inconveniences, and related user rangeanxiety, are obstacles to greater strides in sales, use, and overalluser experience for electric vehicles.

SUMMARY

The present disclosure relates to an electric-vehicle power managementsystem including a processing hardware unit and multiple modulesexecutable by the processing hardware unit. The modules include acalendar module configured to, by way of the processing hardware unit,obtain a user itinerary indicating multiple appointment locations to bevisited by a user of an electric vehicle and associated times to visitthe appointment locations.

The modules also include a routing module configured to, by way of theprocessing hardware unit, determine optional routes connecting theappointment locations indicated by the itinerary, and a vehicle-energymodule configured to, by way of the processing hardware unit, predictstates of charge, or changes in state of charge, for the vehicle inconnection with the optional routes, yielding state-of-chargepredictions. The routing module determines selected routing based on thestate-of-charge predictions from the vehicle-energy module.

In various embodiments, the selected routing leads to at least one powerstation at which the electric vehicle can be charged.

In some cases, the system further comprises a plug-in-charger moduleconfigured to, by way of the processing hardware unit, predict, based onan amount of time that the vehicle is expected to be at the powerstation, an amount of charging at the vehicle from power station.

In implementations, the system further comprises a plug-in-chargermodule configured to, by way of the processing hardware unit, determine,based on an amount of time that the vehicle is expected to be at thepower station, whether an opportunity exists to discharge power from theelectric vehicle to the power station.

In various embodiments, determining whether the opportunity exists todischarge power from the electric vehicle to the power station involvesconsidering at least one factor selected from a group consisting of:whether the power station is configured to receive power from plugged-invehicles; a time of day during which the vehicle is expected to beplugged into the power station; an amount of time that the vehicle isexpected to be plugged into the power station; a charge fee associatedwith charging at the power station during a period in which the vehicleis expected to be plugged in to the power station; and a dischargecredit associated with discharging at the power station during a periodin which the vehicle is expected to be plugged in to the power station.

In some embodiments, determining the selected routing comprisesdetermining a potential travel segment to be traversed using a modeother than the electric vehicle.

In various implementations, determining the selected routing comprisesobtaining user approval for using the mode other than the electricvehicle for traversing the travel segment.

In various embodiments, the vehicle-energy module is configured to, byway of the processing hardware unit, determine whether the electricvehicle will have sufficient state of charge for traversing the routing.

In various embodiments, the system further comprises the vehicle-energymodule is configured to, by way of the processing hardware unit, predicta cumulative change in state of charge for the vehicle over a period oftime during which the selected routing would be traversed, anddetermining whether the electric vehicle will have sufficient state ofcharge comprises comparing the cumulative change in state of charge tomaximum change in state of charge for the electric vehicle.

In various embodiments, the system further comprises the routing moduleis configured to, by way of the processing hardware unit, determinealternative routing in response to the vehicle-energy module determiningthat the vehicle would not have sufficient state of charge whiletraversing the routes.

In various embodiments, determining the alternative routing comprisingdetermining a potential travel segment to be traversed using a modeother than the electric vehicle.

In various embodiments, determining the alternative routing comprisesobtaining user approval for using the mode other than the electricvehicle for traversing the travel segment.

In various embodiments, determining the selected routing comprisesconsideration of at least one factor selected from a group consistingof: expected weather conditions when the routing will be traversed;expected weather conditions when the vehicle will be charging betweenwaypoints of the routing; road conditions along the routing; trafficexpected on the road of the routing; an established user settingcontrolling whether a faster or more-environmentally friendly route ispreferred; a vehicle setting controlling whether a faster ormore-environmentally friendly route is preferred; whether an optionalvehicle function is expected to be used when the routing will betraversed; whether an optional vehicle function is expected to be usedwhen the vehicle will be charging between waypoints of the routing;location of a power station along the routing; and characteristics ofthe power station.

In some implementations, the calendar module is configured to, by way ofthe processing hardware unit, determine whether calendar entries for theitinerary are parsable and, if any entry is not parsable, access contextdata to identify data that can be used to render the entry parsable.

In some cases, the calendar module is configured to, by way of theprocessing hardware unit, determine whether calendar entries for theitinerary are parsable and, in response to determining that any entry isnot parsable, access context data to obtain data that can be used torender the entry parsable.

In various embodiments, the calendar module is configured to, by way ofthe processing hardware unit, determine whether calendar entries for theitinerary are parsable and, in response to determining that any entry isnot parsable, initiate communication with the user to obtain data thatcan be used to render the entry parsable.

In various implementations, the calendar module is configured to, by wayof the processing hardware unit, determine that there is a deviationfrom itinerary or interruption in the selected routing; and the routingmodule and the vehicle-energy module are configured to, by way of theprocessing hardware unit, in response to the deviation or interruption,determine satisfactory alternative routing.

Analogous methods and computer-readable storage devices are alsoprovided.

Other aspects of the present technology will be in part apparent and inpart pointed out hereinafter.

DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates schematically an automobile vehicle comprising abattery monitoring and control system according to embodiments of thepresent disclosure.

FIG. 2 illustrates an example environment in which the presenttechnology is implemented.

FIGS. 3-5 illustrate methods, involving the vehicle and other systems ofFIGS. 1 and 2, according to embodiments of the present disclosure.

The figures are not necessarily to scale and some features may beexaggerated or minimized, such as to show details of particularcomponents.

In some instances, well-known components, systems, materials or methodshave not been described in detail in order to avoid obscuring thepresent disclosure.

DETAILED DESCRIPTION

As required, detailed embodiments of the present disclosure aredisclosed herein. The disclosed embodiments are merely examples that maybe embodied in various and alternative forms, and combinations thereof.As used herein, for example, exemplary, and similar terms, referexpansively to embodiments that serve as an illustration, specimen,model, or pattern.

Specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a basis for the claims and asa representative basis for teaching one skilled in the art to employ thepresent disclosure.

While the present technology is described primarily herein in connectionwith automobiles, the technology is not limited to automobiles. Theconcepts can be used in a wide variety of applications, such as inconnection with aircraft and marine craft, and other land-based vehiclessuch as electric motorcycles or scooters (e-bikes).

While the technology is developed primarily for use with so calledbattery electric vehicles (BEVs), it can be used with other types ofvehicles, such as plug-in hybrid electric vehicles (PHEVs) and otherelectric vehicles.

The technology can be used with fully-manual control vehicles, andsemi-autonomous- or fully-autonomous-driving-capable vehicles.

I. Systems Overview

The present disclosure describes systems for managing electric vehiclepower levels based on utilizing driver lifestyle data, such as personalcalendar data.

Management in various embodiments includes identifying chargingopportunities for a subject vehicle based on a user schedule andgeographic locations of charging stations. The system integrates auser's lifestyle into a charging plan, including generating efficientrouting for driving the vehicle.

In addition to identifying and analyzing charging opportunities, thetechnology identifies opportunities in the user schedule to selectivelysell vehicle power back to the grid. This is accomplished in some casesusing an optimization program, such as a forward/backward optimizationprogram, to determine whether charge-back can be performed, when pluggedin between trip legs, and how much charge-back can be done in thewindow.

The technology can be performed by one or more computer systems workingtogether. Performing systems can include, for instance, an onboardcomputer (OBC) of the vehicle, a mobile-device application, such as acustomized app operating on the user's phone, tablet, or laptop, a userhome computer, and remote servers and databases, such as of a datacenter.

II. Vehicle Components—FIG. 1

Now turning to the figures, and more particularly to the first figure,FIG. 1 illustrates a schematic diagram of a vehicle 100, in accordancewith embodiments of the present disclosure.

The vehicle 100 comprises numerous components that can be used inconnection with the present technology. Components include a batteryassembly 102. The battery assembly 102 can be or include an electricbattery pack, and can include or be connected to a state-of-chargesensor or device 104.

For embodiments of the present technology allowing transfer of batterycharge to a charging station, for selling power to the grid, forexample, the battery assembly 102 includes or is connected to acharge-direction-controlling device 106 (e.g., inverter/powerelectronics), controlling direction of power flow, to/from the battery.

In various embodiments, vehicle components include control componentsbeing computer controllable to affect driving of the vehicle, such as asemi-autonomous- or fully-autonomous-driving-capable vehicle.

The vehicle 100 also includes one or more vehicle-user interfaces 112.The vehicle-user interface(s) 112 include hardware by which a user, suchas a driver of the vehicle, can provide input to and/or receive outputfrom a computerized controller of the vehicle.

The interfaces 112 can include in-vehicle knobs or dials, or a touchscreen, microphones, cameras, laser-based sensors, other sensors, or anydevice suitable for providing information to and monitoring or receivingcommunication from a user (e.g., driver) of the vehicle 100. Usercommunication can include, for instance, gestures, button pushes, orsounds. The user communications can include audible sounds such as voicecommunications, utterances, or sighs from the user.

The interfaces 112, like all components described herein, can bereferred to by a variety of terms. For instance, the interface(s) 112can be referred to as a vehicle-driver interface (VDI), a vehicle-userinterface (VUI), a human-machine interface (HMI), a vehicle input, avehicle I/O, or the like.

FIG. 1 shows schematically such a computerized controller, or controlsystem 120, for use in accordance with embodiments of the presentdisclosure. It is contemplated that the control system 120 can beimplemented in one or more of a variety of forms, such as with anonboard computer, in the form of a server, within a mobilecommunications device, or other.

Although connections are not shown between all of the componentsillustrated in FIG. 1, the components can interact with each other tocarry out system functions.

As shown, the control system 120 includes a memory, or computer-readablestorage device 122, such as volatile medium, non-volatile medium,removable medium, and non-removable medium. The term computer-readablemedia and variants thereof, as used in the specification and claims,refer to tangible or non-transitory, computer-readable storage devices.

In some embodiments, storage media includes volatile and/ornon-volatile, removable, and/or non-removable media, such as, forexample, random access memory (RAM), read-only memory (ROM),electrically erasable programmable read-only memory (EEPROM), solidstate memory or other memory technology, CD ROM, DVD, BLU-RAY, or otheroptical disk storage, magnetic tape, magnetic disk storage or othermagnetic storage devices.

The control system 120 also includes a processing hardware unit 124connected or connectable to the computer-readable storage device 122 byway of a communication link 126, such as a computer bus.

The processing hardware unit 124 can include or be multiple processors,which could include distributed processors or parallel processors in asingle machine or multiple machines. The processing hardware unit can beused in supporting a virtual processing environment. The processinghardware unit could include a state machine, application specificintegrated circuit (ASIC), programmable gate array (PGA) including aField-PGA (FPGA), or state machine. References herein to the processinghardware unit executing code or instructions to perform operations,acts, tasks, functions, steps, or the like, could include the processinghardware unit performing the operations directly and/or facilitating,directing, or cooperating with another device or component to performthe operations.

The computer-readable storage device 122 includes computer-executableinstructions, or code. The computer-executable instructions areexecutable by the processing hardware unit 124 to cause the processinghardware unit, and thus the control system 120, to perform anycombination of the functions described in the present disclosure.

The storage device 122 is in various embodiments divided into multiplemodules 140, 150, 160, 170, each comprising or being associated withcode causing the processing hardware unit 124 to perform functionsdescribed herein.

The control-system modules 140, 150, 160, 170 can be referred to by awide variety of terms including by functions they are configured toperform. In the latter example, for instance, the module 170 can bereferred to as a user-profile module, a profile-builder module, or thelike.

The control-system modules 140, 150, 160, 170 in various embodimentsinclude a schedule-evaluation, or calendar-evaluation, module 140, astate-of-charge (SOC) or vehicle-energy module 150, a routing module160, and a charging, or plug-in-charger, module 170. The modules caninclude one or more other modules. In various embodiments, any of thesemodules are stored and operated at another computing system, such as theremote computing system, or data center, 202 shown in FIG. 2.

As described more below, the user-schedule or calendar or user-schedulemodule 140 is configured, in various embodiments, withcomputer-executable code designed to cause the processing hardware unit124 to perform functions including obtaining user schedule data, such asuser calendar data, indicating a user schedule including at least onetrip leg to be traveled by a user vehicle. The data indicates a tripdestination associated with the trip leg. In some embodiments, thecalendar or user-schedule module 140 is configured to generate anitinerary including the calendar or schedule entries and related times.While referred to primarily as a calendar module, herein, the scheduleor calendar module 140 is not limited, unless stated expressly, togenerating or otherwise obtaining, analyzing or processing, a usercalendar, a user schedule, or an itinerary of any particular format orof any particular source or type of source.

The state-of-charge (SOC) or vehicle-energy module 150 is referencedprimarily herein as the vehicle-energy module. The module 150 isconfigured, in various embodiments, to determine a predicted destinationstate of charge (SOC) for the vehicle battery. The determination is madebased on a trip origin SOC and the SOC at a trip destination. Thevehicle-energy module 150 can also calculate SOCs for the vehiclethroughout an itinerary, including at intermediate destinations, orwaypoints.

The routing module 160 is configured to generate or otherwise obtaintravel routes between trip legs of the user itinerary, including to andfrom any power or charging stations that are not at a waypoint ordestination. In various embodiments, the routing module 160 processescontext data, such as context data from the concierge-services source210. The context data can indicate, for instance, identification of thecharging stations, station locations, expected weather condition duringdriving and/or charging, road conditions (e.g., road grade, roadterrain, number of turns, number of stop signs, etc.), expected trafficconditions (based on historical traffic, planned road construction,etc.), the like or other.

The charging, or plug-in-charger, module 170 is configured, in variousembodiments, with computer-executable code designed to cause theprocessing hardware unit 124 to perform functions including, forinstance, determine whether a charging is or should be scheduled for awaypoint or destination. The charging module 170 can also be configuredto perform functions such as determining when the battery should becharged versus drawn from to sellback power, determining how a vehicleis charged at a location—e.g., how SOC changes over a planned expectedplug-in time.

The one or more other modules can perform functions, by a processorexecuting code of the modules, such as building or updating a userprofile. The user profile can include, for instance, user preferencesrelated to scheduling vehicle charges, communicating to the user,generating or otherwise obtaining optional routes, and optional travelmodes, such as convenient and efficient opportunities to walk or use ofprivate or public transportation options (e.g., bus, trolley, taxi,etc.) to benefit vehicle power management and/or efficiently use powerresources such as to benefit the environment.

In one embodiment, the modules include an application module configuredto interface with the user. The module provides information to the userand in some implementations requests or otherwise receives feedback fromthe user, such as regarding user preferences (e.g., ‘greener’ routespreferred over faster routes). The module provides information to theuser and in some implementations requests or otherwise receives feedbackfrom the user, such as approval to institute a given route plan (e.g., aplan including walking a block or two from a nearby charging station).Communications provided to the user can include a summary of the tripitinerary, including appointment locations and times to visit each.Messages for the user in various embodiments also include suggestions,notices, or alerts, such as a recommendation as to when the user shouldleave for a next destination or waypoint, based on the power managementoperations of the system. The system may determine based on trafficpatterns, for instance, that the vehicle would use less power to reachthe next destination if the user left within the next 15 minutes, ascompared to if the user left after 30 minutes. In a contemplatedembodiment, the system determines a suggested departure time based oncharacteristics of one or more power stations. The determination can bebased, for instance, on the fact that a power station to which thevehicle is presently plugged into will soon change to a higher rate,that a power station at the next destination will be at a low rate, orlower rate as compared to the present station or as compared to thedestination station in any time window (e.g., presently or later afterthe suggested plug in commences). Communications may also advise a userabout areas or neighborhoods that the user may not want to plug in at,and/or allow the user to establish a setting, preference, or overrideregarding whether such power stations will be considered as options indetermining routing.

While four modules 140, 150, 160, 170 are illustrated in FIG. 1 by wayof example, the non-transitory computer-readable storage device 122 caninclude more or less modules. Any functions described herein inconnection with separate modules can instead, in another embodiment, beperformed by the processing hardware unit 124 executing code arranged ina single module. And any functions described herein in connection with asingle module can be performed instead by the processing hardware unit124 executing code of more than one module.

The control system 120 further comprises an input/output (I/O) device128, such as a wireless transceiver and/or a wired communication port.The device 128 can include, be a part of, or be a tangible communicationdevice. The processing hardware unit 124, by way of the I/O device 128,and executing the instructions, including those of the mentioned modules140, 150, 160, 170, sends and receives information, such as in the formof messages or packetized data, to and from one or more vehiclecomponents, including vehicle control components, such as batterycharging, charge-back, use, and monitoring components.

In some implementations, the I/O device 128 and processing hardware unit124 are configured such that the unit 124, executing the instructions,sends and receives information to and from one or more networks 130 forcommunication with remote systems. Example networks 130 can include theInternet, local-area networks, or other computing networks, andcorresponding network access devices include cellular towers,satellites, and road-side short- or medium-range beacons such as thosefacilitating vehicle-to-infrastructure (V2I), or vehicle-to-other (V2X).

In some embodiments, such as when the system 120 is implemented within avehicle 100, the system 120 includes or is connected to one or morelocal input or output devices, such as the user-vehicle interfaces 112and battery-related devices 104, 106. The inputs or output devices canalso include other vehicle sensors, such as positioning systemcomponents (e.g., GPS receiver), speed sensors, and camera systems.

Any of the components described herein can be considered a part of akit, apparatus, unit, or system, which can be manufactured and/or soldas an individual product.

III. Example Environment For Implementation—FIG. 2

FIG. 2 illustrates an example environment 200 in which the presenttechnology is implemented. The environment 200 includes the vehicle 100of FIG. 1.

Environment components include any of the vehicle 100, a remotecomputing system 202, a user schedule source, such as calendar 204, auser computing device 205, a power system 206, a geographic-informationsource 208, and a concierge-services source 210.

In various embodiments, the vehicle 100 communicates with a remotecomputing system 202, as indicated by reference 201 in FIG. 2.

The remote computing system 202 can part of a data, customer-service, orcontrol center. An example center is the OnStar® customer-servicecenter, having facilities for interacting with vehicles and users,whether via the vehicle or otherwise (e.g., mobile phone) via long-rangecommunications, such as satellite or cellular communications. (OnStar isa registered trademark of the OnStar Corporation, which is a subsidiaryof the General Motors Company) For simplicity, and in a non-limitingmanner, the remote computing system 202 is referred to primarily belowas the data center 202.

In various embodiments the data center 202 stores or has access to auser schedule source, such as calendar 204, as indicated by arrows 203in FIG. 2.

The data center 202 includes one or more computers. Each can beconfigured generally like the computerized controller, or control systemdescribed above in connection with FIG. 1, as indicated by the samereference numeral 120 for the data center 202 in FIG. 2.

In various embodiments, the data center 202 comprises multiple softwaremodels, such as a vehicle-energy model 220 and a plug-in model 230, orplug-in charger or charging model. In other embodiments, one or bothmodels 220, 230 are part of another component of the environment 200,such as the vehicle 100 or another user device 205, described morebelow.

The vehicle-energy model 220 and the plug-in model 230 can be portionsof a single module or distinct modules interacting. The models are, invarious embodiments, part of the state-of-charge (SOC) module 150 and/orcharging module 170, whether one or both of these modules are maintainedat the vehicle 100, the user mobile device 205, the data center 202, orelsewhere.

Generally, the vehicle-energy model 220 is configured to, when executedby a processor like the processing hardware unit 124 shown in FIG. 1,estimate vehicle battery charge states or levels (SOC) in connectionwith multiple future scenarios. Each scenario corresponds to trip legsindicated by the user calendar 204. The trip legs include origins,destinations, and any waypoints of trip legs identified by the calendar204. The trip legs can be represented simply by driving distance andrelated factors, such as temperature, terrain, and changes in roadconditions (e.g., road grade, number of turns, number of stop signs,etc.).

For estimating the vehicle-battery SOC that the vehicle 100 will haveafter a charging, or charging/discharging, stop (e.g., between trip legsof the user itinerary), the vehicle-energy model 220 consults theplug-in model 230. The plug-in model 230 is configured to, when executedby the processor, determine how (e.g., how much) the battery SOC willchange in the stop. The plug-in model 230, in various embodimentsincludes the optimization program, such as the forward/backwardoptimization program, described above, for determining how the batteryshould or will be charged, or charged/discharged, during the stop. Theplug-in model 230 is configured to calculate an estimated battery SOC atthe end of the stop (e.g., at start of a next trip leg) based on the SOCat the start of the stop (e.g., end of the prior trip leg).

The plug-in model 230 is described further below in connection with themethods of FIGS. 3-5.

With continued reference to FIG. 2, in some implementations, a versionof the calendar 204 is maintained at any or all of the data center 202,the vehicle 100, and one or more other user computing devices 205, suchas a smart phone, laptop, tablet, or other mobile or stationarycomputing device such as a home desktop computer.

The user computing device 205 in various embodiments includes componentsgenerally like the computing system of FIG. 1, as indicated by the samereference numeral 120 within the user device 205 of FIG. 2.

In various embodiments, the user can manage—e.g., populate andupdate—the calendar 204 by way of any of a variety of channels, such asvia a user-vehicle interface 112 of the vehicle 100 (FIG. 1) or the userdevice 205.

Data shared between the calendar 204 and other entities (e.g., the user,the vehicle 100, the user device 205, and/or other) can includeitineraries, updates to the same, and applicable alerts.

The environment 200 also includes a power system 206. The power system206 in various embodiments includes computing systems monitoring ormanaging an electric-power source, such as a source providing power topower stations.

As shown by arrow 207, the vehicle 100 can communicate with the powersystem 206, such as to receive/deliver power, and/or to exchangemessages or other data supporting performance of the functions describedherein.

As shown by arrows 209, the data center 202 can communicate with thepower system 206. Information shared can include load schedules,pricing, and charging-station characteristics, such as location,voltage, or charging speed or rate.

In various implementations, the data center 202 or a system connectedthereto (e.g., charging station infrastructure) is configured todetermine an identity of the vehicle 100 when connected to the chargingstation. The identification is used in tracking monetary or othercredits to be applied to a user account for discharging. The functionscan be performed by a customized version of existing systems used toidentify vehicles charging at the station, such as to arrange payment ofpower transferred to the vehicle 100.

The environment 200 also includes a geographic-information source 208.In various embodiments, data from the geographic-information source 208is used, such as by the data center 202, the vehicle 100, or the userdevice 205, to determine vehicle location.

In various embodiments, data from the geographic-information source 208is used, such as by the data center 202, the vehicle 100, or the userdevice 205, to determine geographic data relevant to the vehicle oruser. The geographic data may include one or more travel routes and/ordriving distances, between points for a future user-trip leg identifiedbased on the user calendar 204. The points can separate, for instance,an origin and a destination, or an origin and a waypoint, or a waypointand a destination, for the future user-trip leg.

In some implementations, the geographic data includes traffic data (e.g.historic traffic data). The geographic data includes topographyinformation in some implementations, such as temperature, roadconditions (e.g., road grade, road terrain, number of turns, number ofstop signs, etc.), and changes in these things. In some embodiments,temperature data is received from the concierge-service source 210.

In a contemplated embodiment, the geographic-information source 208determines the one or more travel routes and/or driving distances,outputting results to a component—e.g., the data center 202, vehicle100, or user device 205—which may have requested the results.

The concierge-services source 210, like all components described herein,can be referred to by other names, the concierge-services source 210 canbe referred to as a weather-data source, an ancillary-data source, forinstance.

The concierge-services source 210 includes one or more servers invarious embodiments. The concierge-services source 210 is configured toprovide any of various useful contextual data. The contextual data insome implementations includes present and/or historic local weatherinformation—local to the vehicle routing being planned.

In some cases, the contextual data includes information about chargingstations. Charging-station information includes information indicatinglocation of charging stations on or near planned trip legs for thevehicle. In addition to geographic location, the information can alsoinclude for each station charging-station characteristics, such ascharging speed or rate, voltage, charging-price cost, fee or rate, andidentity of an operator of the station. In a contemplated embodiment,the context data indicates whether a charging station(s) is configuredto allow discharge, or transfer of power from vehicles to the station,and/or related conditions such as speed of such transfers andprice/value that can be credited to a user account or other account inconnection with the transfers.

Though connections are not shown between every component of FIG. 2, eachcan communicate with each of the others in various embodiments. Forexample, the vehicle can communicate directly with theconcierge-services source 210, though the concierge-services source 210is shown communicating directly with the data center 202.

While some communication arrows indicate unidirectional communications(e.g., arrows 211, 213), communications can flow in both directions. Thedata center 202 can send requests or other messages or data to theconcierge-services source 210.

Features of the environment 200 can be combined or separated in any of awide variety of manners to perform functions of the present disclosure.Any function described herein in connection with one component, can beperformed by two components, for instance, and any function describedherein as being performed by multiple components can be performed by asingle component.

IV. Methods Of Operations—FIGS. 3-5

FIGS. 3-5 shows an algorithm by which the present technology isimplemented, outlined by flow charts as methods (or processes,evaluations, sub-methods, or routines) 300 ¹, 300 ², 300 ³ according tovarious embodiments of the present disclosure.

The figures illustrate methods, involving the vehicle 100 and othersystems of FIGS. 1 and 2, according to embodiments of the presentdisclosure.

It should be understood that operations of the methods 300 ¹, 300 ², 300³ are not necessarily presented in any particular order and thatperformance of some or all the operations in an alternative order ispossible and is contemplated. The operations have been presented in thedemonstrated order for ease of description and illustration. Operationscan be added, omitted and/or performed simultaneously without departingfrom the scope of the appended claims. It should also be understood thatthe illustrated method 300 ¹, 300 ², 300 ³ can be ended at any time.

In certain embodiments, some or all operations of the processes, and/orsubstantially equivalent operations are performed by execution by acomputer processor, such as the processing hardware unit 124, ofcomputer-readable instructions stored or included on a non-transitorycomputer-readable storage device, such as the storage device 122 shownin FIG. 1. The processor and/or the hardware in various embodimentsincludes another processor and/or storage device, such as a processorand hardware unit remote to the vehicle 100, such as that of the datacenter 202. The instructions can be arranged in modules, such as themodules 140, 150, 160, 170 described, whether the modules are maintainedat the vehicle 100, the user mobile device 205, the data center 202,and/or elsewhere.

The method 300 is in various embodiments performed with respect tomultiple trip legs (e.g., origin/destination pairs) scheduled, accordingto the user calendar, in a certain time window or period. Example timeperiods include a day, a week, etc.

The method 300 begins 301 and flow proceeds to block 302, whereat theprocessing hardware unit 124 reads, or obtains and reads, entries from auser calendar 204, from executing code of the calendar module 140,whether it is maintained at the vehicle 100, the user mobile device 205,the data center 202, or elsewhere.

At diamond 304, the processor determines whether each calendarappointment, appointment data item, or entry is parsable, or configuredin a manner allowing contents of the entry to be used in furtheroperations of the methods 300 ¹, 300 ², 300 ³, For instance, thecalendar module may be configured so that the executing processor canuse a meeting location calendar entry of 123 Main Street, Detroit, Mich.48083 because it is an address, and so can be easily correlated topositioning coordinates or other positioning convention used.

In some embodiments, the calendar module may be configured such thatentries such as “work” or “Comerica Park” are found parsable in thatthey can easily be converted to an address and then to positioningcoordinates, or directly to positioning coordinates, using correlationdata available, such as from a look-up table. In other embodiments, thecalendar module may be configured such that entries such as “work” and“Comerica Park” are not found parsable, because more work is required indetermining the coordinate location as compared with processing anaccurate street address.

In some embodiments, the operation 302 includes generating an itinerarybased on calendar entries. The system could, for instance, use theappointments on the calendar and known locations to create the itineraryincluding the times and locations for the origin, waypoints, and finaldestination for a time window, such as a day, a week, or other period.

If each calendar entry is determined parsable at the read operation 304,flow proceeds to block 306 where each entry is parsed.

If any entry is determined to be non-parsable at diamond 304, flowproceeds to block or sub-routine 307 whereat the processor initiatesmaking parsable each of the problematic entry or entries. Thesub-routine can include accessing context data, such as historicalcontext data—prior user calendar entries, for example.

Making each entry parsable 307 can be performed in any of a variety ofways. As an example, at block 308 the processor compares errant data ofeach non-parsable entry to other available data. The other availabledata can include, for instance, user-related data, such as data ofnon-errant entries, present or historical.

By this step, the processor may identify that a non-parsable calendarentry item, such as regarding location of a meeting, is just amisspelling of a location at which the user has previously met or alocation at which the user will have another meeting.

As another example, the processor may at this step 308 obtains contextdata, such as user phone book data.

At diamond 310, the processor determines whether the available contextdata is sufficient to make parsable each non-parsable entry, and if soto parse the entry. If so, then flow proceeds to block 306 where thecalendar entries are parsed. If not, flow proceeds to block 312, wherethe processor initiates communications with the user to cure anyremaining shortcomings.

The user may have, in creating the calendar entry, indicated a meetinglocation in a manner different than used in connection with the locationor meeting. For instance, assume that a user has a regularly scheduleddinner each first Friday at the house of their friend, Joe Smith, andusually posts the location by Joe's home address, 456 Elm Street,Detroit, Mich. 48083. The location can be known to the system as JoeSmith's house based on the user's electronic address book, for instance.On one occasion, though, the user typed for the location of the sameregular dinner, “Joe Smith's house.” The system can be configured to, atstep 310, determine based on the available context data, from step 308,that the meeting is at Joe's home address, 456 Elm Street, Detroit,Mich. 48083.

In some embodiments, the system can, here, interact with the user aboutany ambiguous, non-parable, entry, even if the calendar module, asconfigured, can determine how to make the entry parsable with arelatively high degree of certainty, such as based on an apparentmisspelling. If, for instance, an entry for a regularly-scheduled dinnercalendar entry stated “Jane Smith's house,” the processor at step 312may ask the user whether the entry should be Joe Smith's house—e.g.,“Wanted to check to see if the location of this meeting should be ‘JoeSmith's house,’ where you usually have dinner on first Fridays.

From block 306, upon parsing of subject calendar entries, flow proceedsto transition oval 315, continued in FIG. 4 by a subsequent portion 300² of the method 300.

From transition oval 315 in FIG. 4, at decision diamond 402, theprocessor determines whether a trip is ongoing. If the trip is ongoing,flow proceeds to block 404 whereat the performing system engages aroute-management mode including operation of a projected-range agent. Inthis step, the processor ensures that the route-management mode onlyperforms calculations starting with the next item on the user'sitinerary when a trip is already ongoing.

If a trip is not ongoing, flow proceeds to block 406. In someembodiments, flow can proceed to both 404 and 406. That is, the systemcan both engage the route-management mode, including the projected-rangeagent, at block 404 and also start the trip planning beginning at block406.

At block 406, the processor determines possible routes for each tripleg, or link, using origin location-destination location pairs from theuser calendar. The operation 406 can be performed by the routing module160 mentioned, whether it is maintained at the vehicle 100, the usermobile device 205, the data center 202, or elsewhere. In variousembodiments the operations involve the process determining all possibleroutes, for use in determining best routing between trip legs for theapplicable time window (e.g., day). The information can be retrievedfrom one or more databases or servers, such as a map database or server,such as of the geographic-information source 208 or theconcierge-service system 210 of FIG. 2. The routing data can includecontext data such as historic travel times for the routes identified,elevation changes, road conditions, traffic conditions (based onhistorical traffic, planned road construction, etc.), the like, orother. In a contemplated embodiment, the routing data can include, or besupplemented by weather data.

Flow proceeds to decision diamond 408 whereat the processor determineswhether an entire routing and charging/discharging plan for the subjecttime window (e.g., a day) has been calculated and is valid. Determiningwhether the plan is valid in various embodiments includes determiningwhether the plan allows the vehicle to have target SOC, or at leastsufficient SOC throughout the window.

In response to an affirmative determination at diamond 408, flowproceeds to transition oval 409, which continues to FIG. 5, describedbelow.

In response to a negative determination at diamond 408, flow proceeds toblock 410 whereat the processor, for a first trip leg of thewindow—from, e.g., an itinerary starting point to a first stop orwaypoint, calculates a change in SOC (ΔSOC) for the trip leg. Thecalculation is based on a route planned. The calculation is based also,in various embodiments on any of a wide variety of context data, such as(i) user preferences established, such as whether a faster route or a“greener” route (more-environmentally friendly route) is preferred, (ii)vehicle route-preference settings such as whether a faster route or agreener route is preferred, (iii) vehicle settings, such as whether anoptional vehicle function, such as that of a vehicle air-conditioningsystem, is expected to be used and the effect of such operation onbattery charge, (iv) expected weather conditions, (v) location of one ormore charging stations, (vi) characteristics of the charging stations(e.g., whether the stations accept vehicle-battery discharge, and atwhat rates), and/or (vii) the like and other.

In a contemplated embodiment, the system is configured to incorporateuser habits, or historic activities, into calculating routes for theitinerary. The system could determine, for instance, that that userusually makes a ten-mile frolic in her Friday evening commute to visither best friend's house, though the visit is not on the user's calendar.In some embodiments, the system is configured to communicate with theuser to confirm whether the frolic will be made in a given time window.The communication could occur at any stage of the evaluation 300, suchas at in connection with any of the steps 312, 502, 506, 508, forexample.

In a contemplated embodiment, the system simply considers a resultingSOC for each trip leg, ensuring that there is sufficient SOC at eachpoint within the planned itinerary.

In one embodiment, at decision diamond 412, the processor compares acumulative change in SOC (ΔSOC_(cumulative)), including the change inSOC for each trip leg processed in the iterations of the process 300thus far, to an inherent or pre-established maximum cumulative change inSOC (or just max change in SOC) for the vehicle (ΔSOC_(max)), todetermine whether the routing being tested is satisfactory—e.g., todetermine whether the routing can be traversed wholly without exceedingthe amount of energy currently stored in the battery. In anotherembodiment, this can be tested directly by comparing the numerical valueof SOC to a minimum threshold and ensuring that the minimum threshold isnot violated.

The comparison in various embodiments includes determining whether theΔSOC_(cumulative) bears a predetermined relationship to ΔSOC_(max), suchas whether the ΔSOC_(cumulative) is equal to or greater than ΔSOC_(max).In this example, ΔSOC_(cumulative) cannot, in this case, exceed themaximum allowable change in charge, or maximum set change in charge. Theoperation can include determining whether SOC_(cumulative)>SOC_(Min).

In response to a positive determination at diamond 412, flow proceeds todecision diamond 414, whereat the processor determines whether alternaterouting, such as an alternate route link, exists that would apparentlylead to a negative determination at diamond 412. If such alternativerouting exists, flow proceeds back to block 410 for processing of thatblocks operations with the alternate routing identified at diamond 414.If such alternative routing is not found, flow proceeds to transitionoval 415, which continues to FIG. 5, described below. The operation 414can be performed by the routing module 160 mentioned, whether it ismaintained at the vehicle 100, the user mobile device 205, the datacenter 202, or elsewhere.

In response to a negative determination at diamond 412, flow proceeds todecision diamond 416 whereat the processor determines whether thevehicle is expected to be plugged in at the end of the subject tripleg—i.e., that it is expected to be charging, or charging/discharging.In response to a negative determination at diamond 416, flow proceedsback to diamond 408 for performing per-trip-leg operations (e.g., 408,410, 412, etc.) in connection with a next trip leg.

This process is continued, in connection with the various trip legs,until a positive determination is reached at diamond 408, leading to thetransition oval 409, which continues to FIG. 5.

In response to a positive determination at diamond 416, flow proceeds toblock 418, representing a plug-in model mentioned above. Generally, theplug-in model determines, using a state-of-charge (SOC) at the end of aleading trip leg and an estimated amount of time available forcharging/discharging, how much the vehicle can be charged and whetherthere is, in the plug-in episode, one or more opportunities to dischargethe battery to the grid. A user account can be credited for suchdischarging, such as with cash credit, points, the like or other. Anoutput of the plug-in model is a SOC that the vehicle will have at theend of the plug-in episode, between the leading trip leg and a next tripleg.

In determining whether there is an opportunity to discharge the battery,the processor considers various factors. One factor is whether there istime after any such discharging, to charge back up sufficiently. Thecharge up can occur at the present plug-in or a subsequent plug in. Forinstance, if the vehicle discharges from 90% down to 30% SOC, it may besufficient to leave the vehicle at 30% because the itinerary only callsfor a two-mile drive home whereat the vehicle will be fully chargedovernight at low rates. Or it may be sufficient if there is only time tocharge from the low of 30% SOC at the plug-in episode to 70% because theitinerary only calls for a 20 mile drive to a next stop whereat there istime, considering capabilities of the power station at the next stop, totop off the battery charge.

Another factor in determining whether there is an opportunity todischarge the battery one or more times at a stop is the fee, or priceof electric energy and/or power at the subject charging station. Thealgorithm is configured generally to identify opportunities to dischargewhen credits, for instance, discharge rates, are higher, such as at peakcharging times, and charge when fees, for instance, charging rates, arelower, at off-peak charging times.

Determining whether there is an opportunity to discharge the battery oneor more times in some cases involves using an optimization program, suchas a forward/backward optimization program, to determine whethercharge-back can be performed, when plugged in between trip legs, and howmuch charge-back can be done in the window.

It is noted that power rates may not have a binary structure—only on andoff peak. In some circumstances, there are more than two rates, such asthree or more levels. The rates can also be dynamic, changing inrelative real time based on power demand. The system is configured toevaluate the rate structure, whatever its form, to determine whethercharging/discharging is possible.

An applicable charge rate can depend on any of various features beyondtime of day, such as charge/discharge power level, time of the week(e.g., weekday vs. weekend), time of year, temperature, the like, orother.

The program in contemplated embodiments considers whether slightdifferences in pricing, or resulting charge/discharge value to the usermake charging/discharging worthwhile. If the rate structure and timeavailable for charge/discharge only affords a slight value (e.g.,profit) to the user, the program may determine that it is notworthwhile, considering, e.g., the slight wear put on the battery by thecycling. In a contemplated embodiment, the user can establish relevantpreferences considered at this phase, such as a threshold potentialprofit that must be identified before charging or discharging is plannedand performed.

In various embodiments, the optimization program involves a first stageof backward searching. If the backward search does not identify asatisfactory charging/discharging plan for the stop, flow proceeds to asecond, forward-searching stage. If the forward searching also does notyield a satisfactory charging/discharging plan for the stop, flowproceeds to a third stage, which can also be forward-searching. In thethird stage, whereat potential charging does not have to occur duringoff-peak or lower-fee times in order to reach a desired state of charge(SOC_(final)). In the third stage, it may be determined that there isnot a satisfactory charging/discharging opportunity for the plug-inepisode that would lead to a full battery (SOC_(max)). These stages aredescribed more below.

In the first, backward-search stage, the optimization program seeks toidentify an optimum trajectory for charging/discharging by goingbackwards in time from a target final target battery state of charge(SOC_(final)). In doing so, the program traverses all rate segmentsbackwards, seeking, again, to, based on the applicable power ratestructure, charge at lower-rate times (e.g., off peak) and dischargewhen rates are higher (e.g., on peak). A satisfactorycharging/discharging episode is found in backward searching when a SOCpath can be created that leads backward in time, from the targetSOC_(final), through one or more charges and discharges, and ends at aninitial state of charge (SOC_(initial)), which is known as the SOC thatthe vehicle will have upon ending the preceding trip leg. In someembodiments, if a charge/discharge scenario is not identified, searchingbackward, using a full battery as the SOC_(final) (e.g., SOC_(max)),flow proceeds to the second stage, described more below. In acontemplated embodiment, though, while the target SOC_(final) is often afull battery (SOC_(max)), the target SOC_(final) may be set lower. Thiscan be the case if the system has determined that the user will next beplugged in long term at a charging station, such as an airport chargingstation a few miles away while on a trip. The optimization program insome embodiments, in backward searching for workable charge/dischargescenarios, identifies whether there are any opportunities that would notcharge and/or discharge the battery fully during the plug-in episode,but may be satisfactory because a charging/discharging scenario existsthat would, looking backward, lead from the SOC_(final) and end at theknown SOC_(initial).

In the second, forward-search, stage, the optimization program seeks toidentify an optimum trajectory for charging/discharging by searchingforward in time, from the known initial state of charge (SOC_(initial)).In doing so, the program traverses all rate segments forward, seeking,again, to, based on the applicable power rate structure, charge atlower-rate times (e.g., off peak) and discharge when rates are higher(e.g., on peak). A satisfactory charging/discharging episode is found inforward searching when a SOC path can be created that proceeds forwardin time, from the SOC_(initial), through one or more charges anddischarges, and ends with the battery having the applicable targetSOC_(final). In some embodiments, if a charge/discharge scenario is notidentified, searching forward, using a full battery as the SOC_(final),flow proceeds to the third stage. In a contemplated embodiment, though,the target SOC_(final) need not be a fully-charged state (SOC_(max)),and depends on system settings and in some cases to context (e.g., ifthe system determines that the user will next be plugged in long term ata charging station). And, in forward searching, like the backwardsearching, the optimization program in some embodiments, in searchingfor workable charge/discharge scenarios, identifies whether there areopportunities that would not charge and/or discharge the battery fullyduring the plug-in episode, but may be satisfactory because acharging/discharging scenario exists that would, looking forward, leadfrom the SOC_(initial) to the target SOC_(final).

In the third, forward-search, stage, the optimization program seeks toidentify an optimum trajectory for charging/discharging by searchingforward in time, from the known initial state of charge (SOC_(initial)).In doing so, the program traverses all rate segments forward, seekingto, based on the applicable power rate structure, charge at lower-ratetimes (e.g., off peak) and charge/discharge when rates are higher (e.g.,on peak). A satisfactory charging/discharging episode is found inforward searching when a SOC path can be created that proceeds forwardin time, from the SOC_(initial), through one or more charges anddischarges, and ends with the battery having the applicable targetSOC_(final). In some cases, the processor determines that there is not asatisfactory charging/discharging opportunity for the plug-in episodethat would lead to a set target SOC_(final), such as a full battery(SOC_(max)). In cases in which only a full battery (SOC_(max)) was usedin the searching of the first two stages, the third stage, in acontemplated embodiment, determines whether a workablecharging/discharging scenario exists resulting in a sufficient finalcharge (SOC_(final)) short of a full battery (SOC_(max)). The solutionmay be workable if, as provided by way of example, the system hasdetermined that the user will next be plugged in long term at a chargingstation. Evaluating context data to determine whether such a solution,though not leading to full battery, exists can include the systemre-performing the first stage, looking backward using a new, lower,SOC_(final), and, if that is not successful, re-performing the secondstage, looking forward from the known initial SOC_(initial) to see if acharging/discharging scenarios exits that would lead to the new, lower,SOC_(final).

The operations of block 418 output a resulting state of charge for theapplicable plug-in stop (SOC_(final)), which is input into relevantsubsequent steps provided of the overall evaluation 300, as indicated byreturn path 419 in FIG. 4.

In various embodiments, the performing system(s) is configured toreserve at least one charging station, along the user route determined,for use by the user for a time period that the user is expected to be atthe station. The arranging can include a performing system, such as thatof the vehicle or the remote computing system, or data center, 202,interfacing with a corresponding system, such as private or publicstation-reservation server. The operation can be performed using therouting module or the calendar module, for instance. The system can alsobe configured to suggest, to the user, that the system make suchreservation. Reserving a station for a select time has benefitsincluding ensuring that the user will be able to plug in when expected,promoting accuracy of the predicting algorithms described herein, whichin various cases presume that the vehicle can plug-in when expected.

FIG. 5 shows operations following the two transition-out ovals 409, 415of FIG. 4. From transition oval 409 in FIG. 5, flow proceeds to decisiondiamond 502 whereat the processor determines whether there are anydeviations from the itinerary. The decision 502 can be performed by therouting module 160 mentioned, whether it is maintained at the vehicle100, the user mobile device 205, the data center 202, or elsewhere.

In various embodiments the system is programmed to recognize and act onany one or more types of deviations, such as interruptions in plannedrouting, such as by unexpected traffic or new construction/detour, userchanges to the itinerary, such as due to venue change oradding/cancelling a meeting of the itinerary, changes in present orexpected weather conditions, other changes in the route environment, orany other relevant changes to the plans.

In response to a positive result of diamond 502, flow proceeds totransition oval 315, which leads to the same oval in FIG. 4, so thatrelevant subsequent steps provided of the overall evaluation 300 can beperformed using the updated data identified at diamond 502.

In response to a negative result of diamond 502, flow proceeds todecision diamond 504 whereat the processor determines whether theitinerary is complete—i.e., has actually been performed. If not, flowproceeds back to diamond 502. Regarding diamond 504, if the user is onvacation, for instance, with the vehicle parked at the airport forinstance, the algorithm will cycle to determine whether any changes aremade. The user may book an earlier or later flight back to the vehicle,for example. Such change would be recognized by a calendar update, whichwould be recognized at diamond 502, and so lead to transition oval 315for processing of the update in the relevant subsequent steps providedof the overall evaluation 300.

The method 300 is continued from the transition oval 409 in FIG. 4 tothe oval 409 in a next portion 300 ³ of the method in FIG. 5.

The method 300 is continued from the transition oval 415 in FIG. 4 tothe oval 415 in a subsequent, third, portion of a subsequent part 300 ³of the method in FIG. 5.

With continued reference to FIG. 5, from transition oval 415, taken fromthe same oval in FIG. 4, flow proceeds to block 506 whereat theprocessor communicates with the user (such as by a vehicle-driverinterface (e.g., the VDI 112 of FIG. 1), user mobile device (e.g., 205in FIG. 2), etc.), about a potential change to the itinerary. Theoperation 506 can be performed by the routing module 160 mentioned,whether it is maintained at the vehicle 100, the user mobile device 205,the data center 202, or elsewhere.

In various implementations the communication includes suggesting aplanned change to the user and/or inquiring of the user about a possiblechange. The change can include, for instance, a change allowing thevehicle to stay plugged in longer between a certain two adjacent triplegs. The longer plug-in could allow the battery to charge longer towarda target SOC for that link in the itinerary and/or allow for more profitby enabling more discharging at the stop, along possibly with time tocharge back up to a desired resulting SOC for the stop. The change couldinclude rerouting, outside of a previous planned route, such as to acharging station that is not at the next stop or waypoint, butconvenient to it, such as by being a short walk, cab, or private orpublic transportation (e.g., bus, trolley, rail, taxi cab, etc.) awayfrom the waypoint.

In a contemplated embodiment, the system is configured to arrange, orsuggest to the user, using a non-vehicle mode (for instance, walk, taxicab) occasionally, such as regarding a charging station locatedconveniently near, but not at, a waypoint of the itinerary, includingother than at block 506. The suggestion or arrangement can be provided,for example, in connection with the operations of block 406. Thearranging can include reserving a mode of transportation, such as a bus,train, trolley, taxi ride, Uber, or Lyft ride. The operations can beperformed by the routing module 160 mentioned, whether it is maintainedat the vehicle 100, the user mobile device 205, the data center 202, orelsewhere, or by another module. The arranging can include a performingsystem, such as that of the vehicle or the remote computing system, ordata center, 202, interfacing with a corresponding system, such as ataxi application or server to make the reservation. The system canarrange travel to and/or from a meeting on the user itinerary. Thesuggesting operation can include suggesting that such reservation bemade or details for such potential or existing reservation.

It is further contemplated that the system can be configured to allowsetting of preferences, system or user preferences, controlling whethersuch suggestions are made, whether such alternative-mode routing is madeautomatically under all or some conditions, the like or other, inconnection with block 506, or otherwise, such as in connection with theoperations of block 406.

Flow proceeds to block 508 whereat the processor receives and processesuser input, responsive to the suggestion or inquiry of block 506,indicating any user-identified or user-agreed-to alternative routing,stays between trip legs, or other plans. From block 508, flow proceedsto transition oval 315 for processing of any such changes update in therelevant subsequent steps provided of the overall evaluation 300.

In response to a positive determination at diamond 504, flow proceeds tooval 505, whereat the process 300 can end, or be repeated, such as inconnection with another set of trip legs—e.g., another time period, suchas for another day, week, etc.

V. Select Benefits Of The Present Technology

Many of the benefits and advantages of the present technology aredescribed above. The present section restates some of those andreferences some others. The benefits are provided by way of example, andare not exhaustive of the benefits of the present technology.

In various embodiments, the present technology saves user time andeffort related to ensuring they have sufficient driving range.

The technology in some implementations is configured to adaptdynamically, or in real-time, to changes in a user's schedule, habits,or activities.

The technology maximizes use of renewable energy. In someimplementations, the system selectively encourages non-vehicle travel.For example, the system may suggest walking or using publictransportation at a point in a user's schedule in which leaving thevehicle charging would be more beneficial to vehicle power managementfor the day than to drive immediately to a next waypoint for the day,where there may be a limited charging opportunity. The waypoint may nothave a station, for instance, or a station having an insufficientcharging rate to charge the battery pack as needed in available time fora next trip leg.

In identifying opportunities to sellback power, from the vehicle to thegrid or power source, the systems provide users with direct financialbenefits (e.g., cash credit) or indirect financial benefits (e.g., useraccount points or rewards).

A company operating related systems can benefit financially fromincrease product sales, such as of electric vehicles or related hardwareand/or software packages for providing the present technology.

A company can also profit from fees (e.g., percentage of sellbackcredit), subscription sales, or the like related to the company'sidentification, management, or other provision or facilitation, ofsellback opportunities.

The present technology can be used with a variety of transportationvehicles including automobiles, electric motorcycles, scooters(e-bikes), aircraft, and marine craft.

The technology can be used with battery electric vehicles (BEVs), or anyelectric vehicle having a battery pack to be charged, such as plug-inhybrid electric vehicles (PHEVs).

The technology can be used with fully-manual control vehicles, andsemi-autonomous- or fully-autonomous-driving-capable vehicles.

Use of the systems and methods described herein reduce userinconvenience associated with operating their electric vehicle. Theyalso reduce related range anxiety that users may otherwise feel, leadingto greater adoption, use, and user enjoyment of electric vehicles.

VI. Conclusion

Various embodiments of the present disclosure are disclosed herein. Thedisclosed embodiments are merely examples that may be embodied invarious and alternative forms, and combinations thereof.

The above-described embodiments are merely exemplary illustrations ofimplementations set forth for a clear understanding of the principles ofthe disclosure. Variations, modifications, and combinations may be madeto the above-described embodiments without departing from the scope ofthe claims. All such variations, modifications, and combinations areincluded herein by the scope of this disclosure and the followingclaims.

What is claimed is:
 1. An electric-vehicle power management systemcomprising: a processing hardware unit; a calendar module configured to,by way of the processing hardware unit, obtain a user itineraryindicating multiple appointment locations to be visited by a user of anelectric vehicle and associated times to visit the appointmentlocations; a routing module configured to, by way of the processinghardware unit, determine optional routes connecting the appointmentlocations indicated by the user itinerary; and a vehicle-energy moduleconfigured to, by way of the processing hardware unit, predict states ofcharge, or changes in state of charge, for the electric vehicle inconnection with the optional routes, yielding state-of-chargepredictions; wherein the routing module determines selected routing, ofthe optional routes, based on the state-of-charge predictions from thevehicle-energy module; and wherein determining the selected routingcomprises consideration of at least one factor selected from a groupconsisting of: expected weather conditions when the electric vehiclewill be charging between an origin and a destination of the routing andhow the weather conditions will affect the charging; an established usersetting controlling whether a faster or more-environmentally friendlyroute is preferred; a vehicle setting controlling whether a faster ormore-environmentally friendly route is preferred; whether an optionalvehicle function is expected to be used when the electric vehicle willbe charging between an origin and a destination of the routing and howthe optional vehicle function will affect the charging; and acharging-function-related characteristic of the power station.
 2. Thesystem of claim 1, wherein: the selected routing leads to or includes ina routing path at least one power station at which the electric vehiclecan be charged and/or discharged; the system further comprises aplug-in-charger module configured to, by way of the processing hardwareunit: predict, based on an amount of time that the electric vehicle isexpected to be at the power station, based on the itinerary, an amountof charging at the electric vehicle from power station; and determine,based on the amount of time that the electric vehicle is expected to beat the power station, based on the itinerary, whether an opportunityexists to discharge power from the electric vehicle to the powerstation.
 3. The system of claim 2, wherein predicting the amount ofcharging at the electric vehicle from power station involves consideringa charge fee associated with charging at the power station during aperiod in which the electric vehicle is expected to be plugged in to thepower station.
 4. The system of claim 2, wherein determining whether theopportunity exists to discharge power from the electric vehicle to thepower station involves considering at least one factor selected from agroup consisting of: whether the power station is configured to receivepower from plugged-in vehicles; and a discharge credit associated withdischarging at the power station during a period in which the electricvehicle is expected to be plugged in to the power station.
 5. The systemof claim 1, wherein determining the selected routing comprisesdetermining a potential travel segment to be traversed using a modeother than the vehicle.
 6. The system of claim 5, wherein determiningthe selected routing comprises obtaining user approval for using themode other than the electric vehicle for traversing the potential travelsegment.
 7. The system of claim 1, wherein the vehicle-energy module isconfigured to, by way of the processing hardware unit, determine whetherthe electric vehicle will have sufficient state of charge for traversingthe routing.
 8. The system of claim 7, wherein: the vehicle-energymodule is configured to, by way of the processing hardware unit, predicta cumulative change in state of charge for the electric vehicle over aperiod of time during which the selected routing would be traversed; anddetermining whether the electric vehicle will have sufficient state ofcharge comprises comparing the cumulative change in state of charge tomaximum change in state of charge possible for the electric vehicle. 9.The system of claim 7, wherein the routing module is configured to, byway of the processing hardware unit, determine alternative routing inresponse to the vehicle-energy module determining that the electricvehicle would not have sufficient state of charge while traversing theroutes.
 10. The system of claim 9, wherein determining the alternativerouting comprising determining a potential travel segment to betraversed using a mode of travel other than the vehicle.
 11. The systemof claim 10, wherein at least one module of the system is configured to,by way of the processing hardware unit, initiate, based on a time atwhich the user is expected to need to use the mode of travel,reservation for the user to use the mode of travel.
 12. The system ofclaim 10, wherein determining the alternative routing comprisesobtaining user approval for using the mode other than the electricvehicle for traversing the potential travel segment.
 13. The system ofclaim 1, wherein the calendar module is configured to, by way of theprocessing hardware unit, determine whether calendar entries for theuser itinerary are parsable and, if any entry is not parsable, performat least one function selected from a group consisting of: accesscontext data to identify data that can be used to render the entryparsable; access context data to obtain data that can be used to renderthe entry parsable; and initiate communication with the user to obtaindata that can be used to render the entry parsable.
 14. The system ofclaim 1, wherein: the selected routing is an initially selected routing;the calendar module is configured to, by way of the processing hardwareunit, after the user has begun traversing the initially selectedrouting, determine that there is a deviation from the user itinerary orinterruption in the selected routing; and the routing module and thevehicle-energy module are configured to, by way of the processinghardware unit, in response to the deviation or interruption, determinesatisfactory alternative routing.
 15. The system of claim 1, wherein:the selected routing leads to or includes in a routing path at least onepower station at which the electric vehicle can be charged and/ordischarged; and at least one module of the system is configured to, byway of the processing hardware unit, initiate reservation, based on atime at which the electric vehicle is expected to be at the powerstation, of a plug-in time slot at the power station.
 16. Anelectric-vehicle power management system comprising: a processinghardware unit; a calendar module configured to, by way of the processinghardware unit, obtain a user itinerary indicating multiple appointmentlocations to be visited by a user of an electric vehicle and associatedtimes to visit the appointment locations; a routing module configuredto, by way of the processing hardware unit, determine optional routesconnecting the appointment locations indicated by the user itinerary;and a vehicle-energy module configured to, by way of the processinghardware unit, predict states of charge, or changes in state of charge,for the electric vehicle in connection with the optional routes,yielding state-of-charge predictions; wherein: the routing moduledetermines selected routing, of the optional routes, based on thestate-of-charge predictions from the vehicle-energy module; the selectedrouting leads to or includes in a routing path at least one powerstation at which the electric vehicle can be discharged; the systemfurther comprises a plug-in-charger module configured to, by way of theprocessing hardware unit determine, based on the amount of time that theelectric vehicle is expected to be at the power station, based on theitinerary, whether an opportunity exists to discharge power from theelectric vehicle to the power station; and determining whether theopportunity exists to discharge power from the electric vehicle to thepower station involves considering at least one factor selected from agroup consisting of: whether the power station is configured to receivepower from plugged-in vehicles; and a discharge credit associated withdischarging at the power station during a period in which the electricvehicle is expected to be plugged in to the power station.
 17. Anelectric-vehicle power management system comprising: a processinghardware unit; a calendar module configured to, by way of the processinghardware unit, obtain a user itinerary indicating multiple appointmentlocations to be visited by a user of an electric vehicle and associatedtimes to visit the appointment locations; a routing module configuredto, by way of the processing hardware unit, determine optional routesconnecting the appointment locations indicated by the user itinerary;and a vehicle-energy module on figured to, by way of the processinghardware unit, predict states of charge, or changes in state of charge,for the electric vehicle in connection with the optional routes,yielding state-of-charge predictions; wherein the routing moduledetermines selected routing, of the optional routes, based on thestate-of-charge predictions from the vehicle-energy module; and whereindetermining the selected routing comprises determining a potentialtravel segment to be traversed using a mode other than the vehicle. 18.The system of claim 17, wherein determining the selected routingcomprises obtaining user approval for using the mode other than theelectric vehicle for traversing the potential travel segment.
 19. Thesystem of claim 17, wherein at least one module of the system isconfigured to, by way of the processing hardware unit, initiate, basedon a time at which the user is expected to need to use the mode oftravel, reservation for the user to use the mode of travel.